Hunter Marine HUNTER 25 Owner's Manual

HUNTER OWNER’S MANUAL

TABLE OF CONTENTS

INTRODUCTION PAGE

• Warranty Registration Form………………………………………

• Hunter Warranty………………………………………….…………

• Brief History………………………………………………………….

• Glossary of Sailing Terms….………………………………………

• Explanation of Symbols and Labels………………………………

GENERAL HANDLING AND OPERATION

• Safe Boating Tips…………………………………………………..

• Preliminary Care and Inspection Worksheet…………………….

• Pre-Departure Check List………………………………………….

• Certification Details…………………………………………………

• Float Plan……………………………………………………………

• After Sailing Check List………………………………….…………

• Docking and Anchoring…………………………………………….

• Mast Raising and Lowering System………………………………

• Launching and Retrieving Procedures……………………………

• Getting Ready to Sail……………………………………………….

• Cook Stove…………………………………………………………..

• Toilet…….……………………………………………………………

• Pumps…………….………………………………………………….

• Water System Operation………………………………….……….

• Outboard Engine and Motoring……………………………………

• Electrical System……………………………………………………

• Environmental Considerations…………………………………….

1 2-4 5 6-9 10

11-12 13A 13B 13C 14 15 16 17 18 19-21 22 22 23 23 24 24 25

MAINTENANCE

• Instructions for Preparation for Bottom Painting………………...

• Engine Maintenance…………………..……………………………

• Electrical Systems………………………………………………….

• Plumbing Systems………………………………………………….

• Protecting Your Rigging……………………………………………

• Trailer Maintenance………………………………………………..

• General Care………………………………………………………..

• General Hardware Maintenance………………………………….

• Vinyl and Fabric Care………………………………………………

• Electrolysis and Galvanic Protection……………………………..

• Teak Care……………………………………………………………

• Storage/Winterization ……………………………………………...

• Lightning Warning ………………………………………………….

1 of 3

26 27 27 27 28 29 30 30 31 32 33 34 35

HUNTER OWNER’S MANUAL

TABLE OF CONTENTS (CONT’D)

DESCRIPTION OF MODEL

• Profile with Rig and Sail Dimensions……………………………..

• Dimensions, Capacities, etc……………………………………….

• Deck Plan and Hardware………………………………………….

• Deck Hardware and Listing………..………………………………

• Interior Plan………………………..……………………………….

• Running Rigging Deck Plan…….…………………………………

• Mainsheet and Jibsheet Rigging………………………………….

• Proper Cleat Knot…………………………………………………..

• Boom Details and Layout………………………………………….

• Reef Rigging and Instructions…………………………………….

• Rigging Specifications……………………………………………..

• Standing Rigging Layout and Strut Assembly…..………………

• Spreader Details…………………………………………………….

• Spinnaker Details………………………………………………….

• Rudder Detail…………….………………………………………….

PAGE

36 37 38 39 40 41 42 43 44 45 46 47 48 49 50

SYSTEMS AND CIRCUITS

• Potable Water System……………………………………………..

• Bilge Pumping System……………………………………………..

• Mast Wiring…………………………….……………………………

• Electrical Schematics………………………………………………

• Optional Waste System……………………………………………

• Anchoring Arrangement……………………………………………

PAGE

51 52 53 54 55 56

2 of 3

HUNTER OWNER’S MANUAL

TABLE OF CONTENTS (CONT’D)

EQUIPMENT MANUALS AND INFORMATION

• Warranty Registration

• Marine Rigging Guide

• VHF Radio (except where not provided)

• Sail Maker Information

• Mast Information

• Bilge Pump

• Toilet Manual

• Stove Manual

• Trailer Axle Service Manual

• Tire Warranty Card

• Drum Brake Service Manual

• Brake Actuator Service Manual

• Camper Canvas (Where Ordered)

• Other:

3 of 3

Welcome to

THE HUNTER MARINE FAMILY

Congratulations on your new sailing yacht manufactured by Hunter Marine. We have engineered and constructed your boat to be as fine a yacht as any afloat. In order to get the best perform- ance and most enjoyment from your boat you should be familiar with its vari- ous elements and their functions. For your sailing pleasure and safety, please take time to study this manual.

We stand behind the quality of your boat with a warranty, which you should re- view. To insure the validity of your war- ranty, please complete the attached card and send it to us within ten (10) days of the purchase date. Section 15 of the U.S. Federal Boat Safety Act re- quires registration of a boat’s first owner. The warranty data should also be recorded in the space below for your own reference.

This manual has been compiled to help you operate your craft with safety and

equipment supplied or fitted, systems, and information on operation and main- tenance. Please read it carefully, and familiarize yourself with the craft before using it. If this is your first sailboat or you are changing to a type of craft you are not familiar with, please ensure that you obtain proper handling and operat- ing experience before you assume command of the craft. Your dealer or national sailing federation or yacht club will be pleased to advise you of local sea schools or competent instructors.

PLEASE KEEP THIS MANUAL IN A SAFE PLACE AND HAND IT OVER TO THE NEW OWNER IF YOU SELL THE CRAFT.

You should also complete the warranty cards for your engine, stove, head, elec- tric water pump and other accessories. These are enclosed in the manufactur- ers’ manuals that are packaged with your owner’s manual.

pleasure. It contains details of the craft;

OWNER INFORMATION CARD

HULL IDENTIFICATION NUMBER IS ON THE STARBOARD AFT SIDE OF THE HULL OR

TRANSOM. THIS NUMBER MUST BE GIVEN IN ALL NECESSARY CORRESPONDENCE.

HULL NO. DATE DELIVERED TO OWNER

YACHT NAME

OWNER NAME

STREET ADDRESS

CITY STATE/COUNTRY ZIP CODE

HOME PORT

ENGINE MODEL SERIAL NO. PROPELLER SIZE

DEALER PHONE

STREET ADDRESS

CITY STATE/COUNTRY ZIP CODE

PAGE

HUNTER 2009 LIMITED WARRANTY

CUSTOMER SERVICE / WARRANTY

The following warranties apply to all 2009 Model Year boats produced by HUNTER MARINE COR- PORATION:

LIMITED ONE-YEAR WARRANTY Hunter Marine warrants to the first-use purchaser and any subsequent owner during the warranty period that any part manufactured by Hunter will be free of defects caused by faulty workmanship or materials for a period of twelve (12) months from the date of delivery to the first-use purchaser under normal use and service. During this period, Hunter will repair or replace any part judged to be defective by Hunter, after it is reviewed by the selling dealership.

LIMITED FIVE-YEAR HULL STRUCTURE AND BOTTOM BLISTER WARRANTY Hunter warrants to the first-use purchaser and any subsequent owner during the warranty period that the hull of each boat will be free from structural defects in materials and workmanship for a period of five (5) years from the date of delivery to the first-use purchaser under normal use and service.

This limited warranty applies only to the structural integrity of the hull and the supporting pan/grid or stringer system. Hulls, pan/grid or stringers modified in any way or powered with engines other than the type and size installed or specified by Hunter are not covered by this limited warranty. The obligation of Hunter under this limited warranty is limited to the repair or replacement of hulls that it determines to be structurally defective. This is your sole and exclusive remedy.

Hunter also warrants to the first-use purchaser and any subsequent owner during the warranty period that the boat will be free from gel-coat blistering on underwater surfaces of the hull, excluding the keel and rudder, for a period of five (5) years from the date of delivery to the first-use purchaser under nor- mal use and service. During this period, Hunter will supply or reimburse an authorized Hunter dealer for all of the parts and labor required to repair a blistered underwater surface of the hull. The labor cost re- imbursement will be based on the Labor Allowance Schedule established by Hunter from time to time, however if the repair is performed by a non-Hunter dealer, the repair cost must be authorized by Hunter in advance and be based on a reasonable number of hours as determined by Hunter. Hunter will not pay transportation, hauling, launching, bottom paint, storage, dockage, cradling rental, rigging and derig- ging, or other similar costs. It is recommended that the repair be done during a seasonal haul out for ser- vice or storage.

The following circumstances will void the bottom blister limited warranty:

(1) If the gel-coat has been sanded, sandblasted, or subjected to abrasion or impact.

(2) If the instructions provided in the Hunter Owner's Manual are not followed according to Hunter's re- quired bottom preparation procedures.

PAGE 2

HUNTER 2009 LIMITED WARRANTY

RESTRICTIONS APPLICABLE TO WARRANTIES

These limited warranties do not cover:

(1.) Paint, window glass, Gelcoat, upholstery damage, plastic finishes, engines, engine parts, bilge pumps, stoves, blowers, pressure water pumps, propellers, shafts, rudders, controls, instruments, keels and equipment not manufactured by HUNTER. Any warranty made by the manufacturer of such items will be, if possible, given on to the first use purchaser.

(2.) Problems caused by improper maintenance, storage, cradling, blocking, normal wear and tear, misuse, neglect, accident, corrosion, electrolysis or improper operation.

(3) Boats used for commercial activities including charter.

THESE LIMITED WARRANTIES ARE YOUR SOLE AND EXCLUSIVE REMEDIES AND ARE ESPRESSLY IN LIEU OF ANY AND ALL OTHER REMEDIES AND WARRANTIES EXPRESSED AND IMPLIED, INCLUDING THE WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE, WHETHER ARISING BY LAW, CUSTOM, CONDUCT, OR USAGE OF TRADE. SOME STATES DO NOT ALLOW LIMITATIONS ON HOW LONG AN IMPLIED WARRANTY LASTS, SO THE ABOVE LIMITATION MAY NOT APPLY TO YOU. IN THE EVENT THAT IMPLIED WARRANTIES ARE FOUND TO EXIST UNDER THE LAW OF A PAR- TICULAR STATE, NOTWITHSTANDING THE EXCLUSION CONTAINED HERIN, THE DURATION OF ANY SUCH IMPLIED WARRANTY SHALL BE LIMITED TO THE DURATION OF THE APPLICABLE LIMITED WARRANTY STATED HEREIN. THE PURCHASER ACKNOWLEDGES THAT NO OTHER REPRESENTATIONS WERE MADE TO HIM OR HER WITH RESPECT TO THE QUALITY OR FUNCTION OF THE BOAT. ANY ORAL STATEMENT OR PRINTED MATERIAL ADVERTISING THE BOAT WHICH SPEAKS TO ANY PERFORMANCE CHARACTERISTIC OF THE BOAT OR ANY OF ITS COMPONENTS SHALL BE CONSIDERED AND CONSTRUED AS AN ESTIMATED DESCRIPTION ONLY AND SHOULD NOT BE RELIED UPON AS AN EXPRESS WARRANTY OR AS THE BASIS OF THE BARGAIN FOR THE BOAT OR ANY OF ITS COMPONENTS.

ANY CONSEQUENTIAL, INDIRECT OR INCIDENTAL DAMAGES WHICH MAY BE INCURRED ARE EXCCLUDED AND PURCHASER’S REMEDY IS LIMITED TO REPAIRS OR REPLACEMENT OF ANY PART(S) JUDGED DEFECTIVE BY HUNTER MARINE. SOME STATES DO NOT ALLOW THE EXCLUSION OR LIMITATION OF INCIDENTAL OR CON- SEQUENTIAL OR INDIRECT DAMAGES, SO THE ABOVE LIMITATION OR EXCLUSION MAY NOT APPLY TO YOU. THIS WARRANTY GIVES YOU SPECIFIC LEGAL RIGHTS, AND YOU MAY ALSO HAVE OTHER RIGHTS WHICH VARY FROM STATE TO STATE.

PAGE 3

HUNTER 2009 LIMITED WARRANTY

WARRANTY REGISTRATION

These limited warranties shall not be effective unless the HUNTER Warranty Registration Form and Pre-Delivery Service Record, which are furnished with each new boat, are filled out completely and re- turned to HUNTER within ten (10) days of delivery.

Return of the Warranty Registration Form to HUNTER, signed by both Dealer and Owner, is critical. Warranty coverage cannot be initiated until the completed form is received at HUNTER.

All repairs and/or replacements will be made by an authorized Hunter dealer, or at the option of Hunter, at the Hunter plant. If the repairs are of such a nature that the warranty work must be performed at the HUNTER plant, transportation costs to and from the HUNTER plant shall be paid by the owner. The la- bor cost reimbursement will be based on a Labor Allowance Schedule established by HUNTER and where not applicable, on a reasonable number of hours as determined by HUNTER. Any repairs and re- placements must be approved in advance by an authorized HUNTER service representative.

TRANSFER OF LIMITED WARRANTIES

For 1995 and later hull numbers, the limited warranties will be transferred to a subsequent pur- chaser of the boat if:

(1) A notice of the transfer of ownership of the boat is given by the subsequent purchaser in writ- ing to Hunter within thirty (30) days of the transfer.

(2) The notice shall include the name, address and telephone number of the subsequent pur- chaser, the date of purchase, the hull number and the name of the seller of the boat.

Hunter will mail to the subsequent purchaser notice of the expiration dates of the limited warran- ties. (see form letter, attached) The transfer of the ownership of the boat will not extend the expiration dates of the limited warranties.

CUSTOMER SATISFACTION SURVEYS

During the first year of ownership, the first purchaser will receive two Customer Satisfaction Surveys - the first (CSS#1) will be received shortly after taking delivery and focuses on the dealer's ability to sell and commission the boat, and the Owner's initial satisfaction. The second survey (CSS#2), nine to ten months into ownership, "measures" dealer service capability and allows the owner to evaluate most of the boat's functional systems and characteristics. Both surveys are dependent upon receipt of the first purchaser's Warranty Registration Form.

PAGE 4

SAMPLE FORM LETTER

March 12, 1997

Mr. John Smith 1456 Joy Street Sarasota, FL 34266

Dear Mr. Smith,

Thank you for providing written notice of transfer of ownership. We are pleased you have se- lected a Hunter sailboat and we will make every effort to assure Hunter ownership will be a satisfying experience for you.

Based on the information you have provided, we are pleased to notify you of the expiration dates of the limited warranties.

• The limited one-year New Boat warranty expires (d)_____________________.

• The limited five-year Hull Structure and Bottom Blister warranty expires (d)___ ____________________.

Should you require assistance at any time during ownership, we encourage you to contact your Hunter dealer or to call us directly at 386-462-3077.

Please confirm the information at the bottom of the page and advise us if any corrections are re- quired.

_____________________________________

Customer Service Manager

---------------------------------------------------------------------------------------------------------------------

Hull No: HUN_________________________ Model:___________________________

Telephone: (H)________________________(B)________________________________________

Date of Purchase:_______________________________________________________

Purchased From: Name:___________________________________________________________

Address:_________________________________________________________

City/State_________________________________Zip_____________________

( ) Private Owner ( ) Dealer

HUNTER MARINE’S OWNER AND FOUNDER

WARREN R. LUHRS

BRIEF BACKGROUND

Warren Luhrs was born in East Orange, New Jersey in 1944 into a family with an established tradition in the maritime and transportation industries. His great- grandfather, Henry, was a railroad and clipper-shipping pioneer in America, while his great-uncle John helped build the famous St. Petersburg to Moscow railroad for Czar Alexander II.

Henry Luhrs owned shares in twenty- two different ocean-going vessels – barks, brigs, and schooners - and was the principal owner of the bark Sophia R. Luhrs, named for his wife. He was also a partner with Albert Sprout, who managed the shipyard where the Sophia R. Luhrs was built in Melbridge, Maine.

Warren Luhrs’ father Henry worked at a small boat manufacturer in Morgan, New Jersey, and later started his own company, continuing the Luhrs’ family sea tradition during the great depres- sion. During World War II he repaired boats and installed ice sheathing on their bows for the Coast Guard.

After the War, Henry built 27-foot fishing boats and in 1948 began to construct custom-built pleasure craft. He then turned to skiffs and in 1952 incorporated as Henry Luhrs Sea Skiffs, where he constructed lapstrake sea skiffs using assembly-line techniques. Henry per- sonally “shook down” his prototypes on family trips up the Hudson River to Lake Champlain.

The sea skiff is a class of boat that has been very popular, owing to its seawor- thiness. It features a sharp bow, which reduces pounding in surf or

choppy seas, and a hull whose forward section is rounded below the waterline to increase stability in rough water or a following sea. Such skiffs can either be smooth sided or of a lapstrake construc- tion.

Inspired by Henry Ford, Henry Luhrs’ aimed to give the average man the op- portunity to enjoy the luxury of boating by building an affordable and reliable boat. He was both designer and engi- neer, and his progressive new models exhibited his talent for innovation. He successfully changed the line of the bow from straight to curved at a time when the industry trend was a straight square effect, and he is believed to be the first designer-builder to popularize a small boat with a fly bridge.

In 1960, Luhrs acquired the Ulrichsen Boat Company of Marlboro, New Jer- sey. It was here that Luhrs’ Alura fiber- glass division was located. In 1965, Henry sold his company to Bangor Ar- rostook Railroad, which was to become the recreational conglomerate Bangor- Punta. It was also during this period that Silverton of Tom’s River, New Jersey was purchased by John and Warren Luhrs.

Today, Warren R. Luhrs and his brother John own the Luhrs Group of marine manufacturers, which consists of Silver- ton Marine, Mainship Motor Yachts, and Luhrs Fishing Boats with its Alura divi- sion, as well as Hunter Marine, which exclusively manufactures sailboats.

In January of 1996, the Luhrs family transferred a portion of the Luhrs Group to its employees through an ESOP pro- gram.

PAGE

GLOSSARY OF SAILING TERMS

Aback: describes a sail when the wind

strikes it on the lee side.

Abaft: toward Abeam: at ri

line of the boat.

Aft: at or near the stern. Amidships:

athwartships and fore and aft.

Anti-fouling pound used to protect the underwater part of a hull from marine growths. Apparent wind: speed of the wind felt by the crew. It is a combination of true wind and that created by the movement of the boat. Astern: behi is to drive the boat in reverse. Athwartships: at fore and aft line of the boat.

Back: when a wind backs, it shifts an-

ticlockwise. Back a sail: to sheet it to wind so that the wind fills on the side that is normally to leeward. Backstay: a mast from aft and prevents its forward movement. Ballast: extra weig iron, placed low in the boat or exter- nally on the keel to provide stability. Ballast keel: a ma to the keel to increase stability and prevent a keel boat from capsizing. Batten: a light, flexible strip fed into a batten po to support the roach. Beam: 1, the maximum breadth of a boat; 2, a transverse member that supports the deck; 3, on the beam means that an object is at right an- gles to the centerline. Bear away: from the wind. Bearing: the directio from an observer, measured in de- grees true or magnetic. Beat:

to sail a zigzag course towards

the wind, close-hauled on alternate

tacks.

Belay: to ma

cleat, usually with a figure-of-eight knot.

s the boat’s stern.

ght angles to the center-

the center of the boat,

: a poisonous paint com-

The direction and

nd the boat; to go astern

right angles to the

ward

stay that supports the

ht, usually lead or

ss of ballast bolted

cket at the leech of the sail

to steer the boat away

n of an object

ke fast a rope around a

Bend: 1, to se before hoisting; 2, to moor a boat; 3, a sleeping place on board.

Bight: a ben Bilge: th

hull where the water collects. Block: a p case, consisting of a sheave around which a rope runs. It is used to change the direction of pull. Boot-topping: a na stripe painted between the bottom paint and the topside enamel.

Bottlescrew: see Ri Broach:

wind slews broadside to the wind and heels dangerously. It is caused by heavy following seas or helmsman’s error. Broad reach: the point of sailing be- tween a be the wind blows over a quarter. Bulkhead: a normally fitted athwartships

e lower, round part inside the

cure a sail to a spar

d or loop in a rope.

ulley in a wooden or plastic

rrow colored

gging screw.

when a boat running down-

am reach and a run, when

partition wall in a boat

Caulk: to make the seams between

wooden planks watertight by filling with cotton, oakum or a compound. Cavitation: the formation around a propeller, causing a loss in efficiency. Center-board: a bo through a slot in the keel to reduce leeway. Center-line: fore and aft line. Center of effort (COE): t which all the forces acting on the sails are concentrated.

Center of lateral resistance (CLR):

the unde about which a boat pivots when changing course. Chain pawl: a sho into a toothed rack to prevent the an- chor chain running back. Chain plate: a metal plate bolted to the boat to which the shrouds or backstays are attached. Chart datum: r chart below which the tide is unlikely to fall. Soundings are given below chart datum. The datum level varies according to country and area.

center of the boat in a

rwater center of pressure

eference level on a

of a vacuum

ard lowered

he point at

rt lug which drops

Chine: the line wh the hull meets the side at an angle. Cleat: a ting around which rope is secured. Clevis pin: a lo which a split ring is passed to prevent accidental withdraw. Clew: the aft where the foot and leech meet. Close-hauled: the point closest to the wind; see also beat. Close reach: the poi tween close-hauled and a beam reach, when the wind blows forward of the beam. Close-winded: de to sail very close to the wind. Coaming: the rai rounding a hatch, cockpit, etc., which prevents water entering. Cotter pin: soft, metal pin on itself to form an eye. Course: th sel is steered, usually given in de- grees; true, magnetic or compass. Cringle: ther end of a line of reef points; 2, an eye in a sail.

wooden, metal or plastic fit-

e direction in which a ves-

1, a rope loop, found at ei-

ere the bottom of

cking pin through

er, lower center of a sail

of sailing

nt of sailing be-

scribes a boat able

sed structure sur-

folded back

Dead run: running with the wind blow-

ing exactly aft, in line with the center- line.

Deviation: th direction indicated by the compass needle and the magnetic meridian; caused by object aboard. Displacement: 1, the wei displaced by a boat is equal to the weight of the boat; 2, a displacement hull is one that displaces its own weight in water and is only supported by buoyancy, as opposed to a plan- ning hull which can exceed its hull, or displacement, speed. Downhaul: a a sail or spar. Draft: the v waterline to the lowest point of the keel. Drag: 1, an a to hole; 2, the force of wind on the sails, or water on the hull, which im- pedes the boat’s progress. Drift: 1, to f wind; 2, US the speed of a current

e difference between the

ght of water

rope fitted to pull down

ertical distance from the

nchor drags when it fails

loat with the current or

PAGE

GLOSSARY OF SAILING TERMS

(rate UK); 3, UK: the distance a boat is carried by a current in a given time. Drogue: a stern of a boat or life raft to retard drift. Drop keel: a retracta can be drawn into the hull, when en- tering shallow waters and recovering on to a trailer.

Eye of the wind: direction from which

the true wind blows.

Fair: well-faired line or surface is

smoother with no bumps, hollows or abrupt changes in directions. Fairlead: a fitting through is run to alter the lead of the line. Fathom: the me depths of water and lengths or rope. 1 fathom = 6 ft. or 1.83m. Fid: a tapered tool use heavy rope and for sail-making, often hollow. Fiddle: a rai ble, chart table etc., to prevent objects falling off when the boat heels. Fix: the ted from two or more position lines. Forestay: the forem from the masthead to the stemhead, to which the headsail is hanked. Freeboard: vertical the waterline and the top of the deck.

Genoa:

sizes, which overlaps the mainsail and is hoisted in light to fresh winds on all points of sailing. Gimbals: two con oted at right angles, which keeps ob- jects horizontal despite the boat’s mo- tion, e. g. compass and cooker. Go about: to eye of the wind to change tack. Gooseneck: the fitting attaching the boom to the mast, allowing it to move in all directions. Goosewing: to windward on a run by using a whisker pole to hold the sail on the opposite side to the mainsail. Ground tackle: gen anchoring gear.

sea anchor put over the

ble keel which

which a line

asurement used for

d for splicing

sed border for a cabin ta-

position of the vessel as plot-

ost stay, running

distance between

a large headsail, in various

centric rings, piv-

turn the boat through the

to boom-out the headsail

eral term used for

Guard rail: a metal rail f the boat to prevent the crew falling overboard. Gudgeon: a into which the pintle fits. Guy: a stea spinnaker guy controls the fore and aft position of the spinnaker pole; the foreguy holds the spinnaker pole for- ward and down. Gybe: to change from on other by turning the stern through the wind.

rudder fitting. It is the eye

dying rope for a spar; a

itted around

e tack to an-

Halyard: rope used to hoist and lower

sails. Hank: fitting a sail to a stay. Hatch: a access to the interior.

Hawes pipe: see Na Head-topwind: wh

pointing right into the wind. Headfoil: a streamlin forestay, with a groove into which a headsail luff slides.

Heads: the toilet. Headway: the forward mo

boat through the water. Heave-to: to tiller to leeward; used in heavy weather to encourage the boat to lie quietly and to reduce headway. Heaving line: a light line suitable for

rowing ashore.

th Heel: to lea

used to attach the luff of

n opening in the deck giving

vel pipe.

en the bows are

ed surround to a

vement of a

back the jib and lash the

n over to one side.

Isobars: lines on a weather map join-

ing places of equal atmospheric pres- sure.

Jackstay: a line running fore and aft,

on both sides of the boat, to which safety harnesses are clipped. Jury: a tempora lost or damaged gear.

ry device to replace

Keel: the main backbone of the boat

to which a ballast keel is bolted or through which the centerboard passes.

Kicking strap: a line boom down, to keep it horizontal, par- ticularly on a reach or run.

used to pull the

Lanyard: a short line attached to one

object, such as a knife, with which it is secured to another. Leech: 1, the after e sail; 2, both side edges of a square sail. Leehelm: th bear away from the wind. Lee shore: a sho wind blows. Leeward: a rection to which the wind blows. Leeway: the side boat off its course as a result of the wind blowing on one side of the sails. Lifeline: a the deck to prevent the crew falling overboard. Limber holes: ga end of frames above the keel to allow water to drain to the lowest point of the bilges. List: a lean to one side, owing to the im- proper distribution of weight, e.g., bal- last or water. Log: 1, a boat’s speed and distance traveled through the water; 2, to record in a book the details of a voyage, usually distances covered and weather. Luff: the fo up is to turn a boat’s head right into the wind. Luff groove: a gro metal spar into which the luff of a headsail is fed. Lurch: the su

e tendency of a boat to

way from the wind; the di-

wire or rope rigged around

boat’s more or less permanent

n instrument for measuring a

rward edge of a sail. To luff

dden roll of a boat.

dge of a triangle

re on to which the

ways movement of a

ps left at the lower

ove in a wooden or

Marlin spike:

wooden spike used to open up the strands of rope or wire then splicing. Mast Step: the so base of the mast is located. Measured mile: a distance of one nautical mile measured between buoys or transits/ranges ashore, and marked on the chart.

a pointed steel or

cket in which the

PAGE

GLOSSARY OF SAILING TERMS

Member: a part of the skeleton of the hull, such as a stringer laminated into fiberglass hull to strengthen it. Meridian: an the Earth that passes through the poles and cuts at right angles through the Equator. All lines of longitude are meridians. Mizzen: 1, the sho ketch or yawl; 2, the fore and aft sail set on this mast.

Navel pipe:

deck through which the anchor chain passes to the locker below. Noon Sight: a vessel’s l be found, using a sextant, when a heavenly body on the observer’s me- ridian is at its greatest altitude. The sight of the sun at noon is the one most frequently taken.

Off the wind: w off, not close-hauled. On the wind: close-h Out haul: a rope used to pull out the

foot of a sail. Overall length (OAL): th treme length, measured from the foremost past of the bow to the after- most part of the stern, excluding bow- spirt, self-steering gear etc.

Painter: the bow line by which a din-

ghy, or tender, is towed or made fast. Pintle: a rud that fits into the gudgeon to form a hinged pivot for the rudder. Pitch: 1, the the bows of a boat plunging over the waves; 2, the angle of the propeller blades. Point of sailing: the from which a boat may sail; the boat’s course relative to the direction of the wind. Port: th looking forward (opp. of starboard). Port tack: a when the wind strikes the port side first and the mainsail is out to star- board. A boat on the port tack gives way to a boat on a starboard tack.

imaginary line encircling

rter, after-mast on a

a metal pipe in the fore-

atitude can

ith the sheets slacked

auled.

e boat’s ex-

der fitting with a long pin

up and down motion of

different angles

e left-hand side of the boat,

boat is on a port tack

Position line/ Line of position: a line dra

wn on a chart, as a result of taking a bearing, along which the boat’s posi- tion must be, i.e. two position lines give a fix. Pulpit: a metal bows of a boat to provide safety for the crew. Pushpit: a metal gua the stern.

guard rail fitted at the

rd rail fitted at

Quarter: the portion of the boat mid-

way between the stern and the beam; on the quarter means about 45 de- grees abaft the beam.

Rake: th

the perpendicular of a mast or other feature of a boat. Range: 1, difference between the high and low water levels of a tide; 3, the distance at which a light can be seen. Rating: tain dimensions of a yacht to enable it to take part in handicap races. Reach: to mately on the beam; all sailing points between running and close-hauled. Reef: to ing or rolling surplus material on the boom or forestay. Reefing pennant: which the luff or leech cringle is pulled down to the boom when reefing. Rhumb line: a line cuttin ans at the same angle; the course fol- lowed by a boat sailing in a fixed di- rection. Riding light to anchor light: an all- arou the forestay, to show that a boat under 50 ft. (15m.)is at anchor. It must be visible for 2 mls. (3 km.). Rigging screw: a de which the tensions of standing rigging, e.g. stays, shrouds, etc. are adjusted. Roach: the a sail that extends beyond the direct line from head to clew. Run: to run the sheets eased well out. Running rigging: all the moving lines, su

e fore and aft deviation from

see transit; 2, of tides, the

a method of measuring cer-

sail with the wind approxi-

reduce the sail area by fold-

strong line with

g all meridi-

nd white light, usually hoisted on

ck fitting with

curved part of the leech of

with the wind aft and with

ch as sheets and halyards,

used in the setting and trimming of sails.

Scope: the l

paid out when mor anchoring. Scuppers: allow water to drain off the deck; 2, drain cockpit through hull. Seacock: a underwater inlet or outlet passing through the hull. Seize: to bin rope to a spar, with a light line. Serve: to part of a rope with twine bound tightly against the lay. Serving mallet: tool with head, used when serving a rope to keep the twine at a constant and high tension. Set: 1, to hoist a sail; 2, the way in

ch the sails fit; 3, the direction of

whi tidal current or steam. Shackle: a able bolt across the end; of various shapes: D, U. Sheave: a grooved or spar for a rope to run on. Sheet: the of a sail or to the boom, enabling it to be controlled or trimmed. Shrouds: ro pairs, led from the mast to the chain plates at deck level to prevent the mast falling sideways; part of the standing rigging. Sloop: a si with a mainsail and one head sail. Spar: a or metal pole, e.g., mast or boom, used to carry or give shape to sails. Spindrift: face of the sea. Spinnaker: a large, lig shaped sail set when reaching or run- ning. Splice: to joi ing the strands and interweaving them.

Split pin: se Spreaders: hori

to the mast, which extends to the shrouds and help to support the mast.

ength of rope or cable

1, holes in the toe rail that

valve that shuts off an

d two ropes together, or a

cover and protect a splice or

a grooved

metal link with a remov-

wheel in a block

rope attached to the clew

pes or wires, usually in

ngle-masted sailing boat

general term for any wooden

spray blown along the sur-

ht, balloon

n ropes or wire by unlay-

e cotter pin.

zontal struts attached

PAGE

GLOSSARY OF SAILING TERMS

Stall: a sail stalls when the airflow over it breaks up, causing the boat to lose way. Stanchion: uprig to the deck to support guardrails or lifelines. Standing part: the used when making a knot; the part of a rope that is made fast, or around which the knot is tied. Standing rigging: th stays that are permanently set up and support the mast. Starboard: looking forward (opp. of port). Starboard tack: board tack when the wind strikes the starboard side first and the boom is out to the port. Stay: wire mast in a fore and aft direction; part of the standing rigging. Steerage way: a boat has stee way when it has sufficient speed to al- low it to be steered, or to answer the helm. Stem: the ti keel upward, to which the planking is attached. Sternway: the b movement of a boat. Stringer: a f to strengthen the frames.

or rope which supports the

Tack: 1, the lower forward corner of a

sail; 2, to turn the boat through the wind so that it blows on the opposite sides of the sails. Tacking: working to ing close-hauled on alternate courses so that the wind is first on one side of the boat, then on the other. Tack pennant: a an eye in each end, used to raise the tack of a headsail some distance off the deck. Tackle: a p ing of rope and blocks that is used to gain mechanical advantage. Tang: standing rigging is attached to the mast or other spar. Tender of dinghy: a small boat use to ferry stores and people to a yacht.

a strong metal fitting by which

ht metal post bolted

part of a line not

e shrouds and

right-hand side of a boat

a boat is the star-

rage

mer at the bow, from the

ackward, stern-first

ore and aft member, fitted

windward by sail-

length of wire with

urchase system compris-

Terminal fitting: fitting at the end of a

rope by which a shroud or stay

wire can be attached to the mast, a tang or a rigging screw/ turnbuckle. Tide: the vertical rise and oceans caused by the gravitational at- traction of the moon. Toe rail: ing running around the edge of the deck. Topping lift: to a spar, normally the boom, which is used to raise it. Topsides: th is above the waterline. Track: 1, th good; 2, a fitting on the mast or boom into which the slides on a sail fit; 3, a fitting along which a traveller runs, used to alter the angle of the sheets. Transit: two sit when seen in line; two transit give position fix. Traveller: 1, a rin be hauled along a spar; 2, a fitting that slides in a track and is used to alter the angle of the sheets. Trim: 1, to adju sails, by means of sheets, so that they work most efficiently; 2, to adjust the boat’s load, and thus the fore and aft angle at which it floats. True wind: t the wind felt when stationary, at an- chor or on land. Turnbuckle: see Riggi

a low strip of metal or mold-

a line from the masthead

e part of a boat’s hull that

e course a boat has made

fixed objects are in tran-

g or hoop that can

st the angle of the

he direction and speed of

fall of the

ng screw.

Under way: a boat is und

it is not made fast to shore, at anchor or aground. Uphaul: a li thing vertically, e.g., the spinnaker pole.

ne used to raise some-

er way when

Veer: 1, the

in clockwise direction; 2, to pay out anchor cable or rope in a gradual, controlled way.

wind veers when it shifts

Wake: th

of a boat. Waterline: the line along the hull at whi

e disturbed water left astern

ch a boat floats.

Waterline length (WL): the len a boat from stem to stern at the water-

line. It governs the maximum speed of displacement hull and effects a boats rating.

Weather helm: ( opp. of Weather side: the

which the wind is blowing. Wetted surface: th under water. Whisker pole: a light p hold out the clew of a headsail when running. Winch: a me ing usually of a metal drum turned by a handle, around which a line is wound to give the crew more purchas- ing power when hauling taut a line, e.g. a jib sheet. Windage: th increase drag, e.g., rigging, spars, crew, etc. Windlass: a shaft and a vertical handle, used to haul up the anchor chain. Windward: t the wind blows; towards the wind (opp. of leeward).

chanical device, consist-

ose parts of a boat that

winch with a horizontal

he direction from which

lee helm).

side of a boat on

e area of the hull

gth of

ole used to

Yawl: a

zen stepped aft of the rudder stock/ post.

two masted boat with a miz-

PAGE 9

EXPLANATION OF SAFETY PRECAUTIONS

This manual contains safety precautions that must be observed when operat-

ing or servicing your boat.

Review and understand these instructions.

Denotes an extreme intrinsic hazard exists which would

result in high probability of death or irreparable injury if proper

precautions are not taken

Denotes a hazard exists which can result in injury or death if

proper precautions are not taken

Denotes a reminder of safety practices or directs attention to

unsafe practices which could result in personal injury or damage

to the craft or components

SafetyTuneUp

At Hunter Marine, we believe that it is appropriate to highlight some very important

maintenance and safety issues to all of our boat owners. Our goal is to have all owners enjoy

safe and trouble-free boating at all times.

Although this publication is not all-inclusive, it does cover some very important responsibilities

of boat maintenance and ownership. We ask that you insert this into your owner's manual or

boat log for quick and easy reference when using your boat. In addition, please go to

http://www .huntermarine.com for archived issues of this publication. You are also

encouraged to refer to the current edition of Chapman’s Piloting, Seamanship and Small Boat

Handling, or U.S. Sailing’s Keel Boat Manual.

CarbonMonoxideSafety

Carbon Monoxide Can Kill

This section is intended to provide educational information about carbon monoxide relative to boats and boating. Carbon monoxide accumulation is affected by boat geometry, hatch, window and door openings, ventilation openings, proximity to other structures and boats, wind direction, boat speed, boat maintenance and a multitude of other variables. This section discusses many of these and enables the boat owner to better understand some of the more predictable effects. However, this information is limited in that it cannot cover all conceivable variables. Therefore, the boat owner is cautioned not to exclusively rely on it to prevent the accumulation of carbon monoxide.

R E T A I N F O R Y O U R R E C O R D S

What Is Carbon Monoxide?

Carbon monoxide is a highly poisonous gas formed by the combination of carbon and oxygen. Commonly referred to as CO, its chemical formula, "C" for carbon and "O" for oxygen. CO is a colorless, odorless, and tasteless gas that by itself cannot be detected by human senses. CO diffuses in the air much more rapidly than other gases that are detectable by the human senses. The weight of CO is about the same as air so it does not rise or fall like other gases but will distribute itself throughout the boat. CO is produced any time a material containing carbon is burned. In boating, these materials include, but are not limited to, gasoline, diesel fuel and propane. All carbon based fuels produce varying amounts of CO, depending on their carbon content. Gasoline is high in carbon and therefore produces high levels of CO. Diesel fuel is low in carbon and therefore produces lower levels of CO. However, the exhaust of all engines and generators as well as any open flame device produce CO and the same precautions should be taken regardless of the type of fuel.

How A Person Is Affected By Carbon Monoxide

When breathed, carbon monoxide is absorbed by the lungs and reacts with the blood hemoglobin to form carboxyhemoglobin, which reduces the oxygen carrying capacity of the blood. The result is a lack of oxygen for the tissues with the subsequent tissue death and, if prolonged, death of the individual. Carbon monoxide in high concentrations can be fatal in a matter of minutes. Even lower concentrations must not be ignored because the effects of exposure to CO are cumulative and can be just as lethal. Cer tain health related problems and age increase the effects of CO. People, who smoke or are exposed to high concentrations of cigarette smoke, consume alcohol or have lung or heart disorders are particularly susceptible to an increase in the effects from CO. However, the health of all of the boat’s occupants should be considered. Physical exertion accelerates the rate at which the blood absorbs CO. The early effects of CO poisoning are easy to overlook because they are similar to the effects of other boating related stresses such as eye strain, fatigue, sun exposure, seasickness, or alcohol consumption. But as the concentration of CO in the air increases, it has increasingly adverse effects on your health.

Symptoms Of Carbon Monoxide Poisoning

One or more of the following symptoms can signal the adverse effects of carbon monoxide accumulation. The order of this list is generally the sequence of symptoms. However, the number of symptoms and the order of appearance may change for different people:

Watering And Itching Eyes

Flushed Appearance

Throbbing Temples

Inattentiveness

Inability To Think Coherently

Ringing In The Ears

Tightness Across The Chest

Headache

Drowsiness

Incoherence

Nausea

Dizziness

Fatigue

Vomiting

Collapse

Convulsions

What To Do When Someone Is Overcome By Carbon Monoxide

When someone falls victim to carbon monoxide poisoning, fast and responsive action is crucial. Know the symptoms. The earlier the effects of CO are detected the better the chances for recovery. The following list shows the sequence of events that must be done in an effort to revive a CO victim:

Evacuate, Ventilate, Investigate and

Take Corrective Action:

Carbon Monoxide Poisoning Action Sequence

Move the person to fresh air.

䡲

Administer oxygen if available.

䡲

Contact medical help.

䡲

If the victim is not breathing, perform

䡲

artificial respiration per approved CPR procedures until medical help arrives and takes over. Prompt action can make the difference between life and death.

Ventilate area.

䡲

Investigate the source of CO

䡲

and take corrective actions.

How Carbon Monoxide Can Enter Your Boat

Any device that burns fuel creates carbon monoxide. For example, a propane cook-top or a space heater are both potential sources for CO. But the most serious danger comes from the engines and generators aboard your own and neighboring boats. There are four basic ways that CO from a running engine or generator can enter your boat:

The “Station Wagon Effect” results from the aerodynamics of deck cabins and

䡲

transoms. With the boat under way, the air flow over the top forms a low pressure area behind the cabin or transom which can suck exhaust gasses into the cockpit and the cabin.

Obstructions are principally a problem when boats are rafted together or tied to a

䡲

dock or seawall. Against an obstruction, exhaust gasses which normally dissipate may instead be directed back to your boat. Beware of open windows, hatches, doors and the location of the engine air intake. Exhaust contains particularly high concentrations of CO when an engine is cold; so to protect yourself and your neighbors, minimize the time spent getting underway. Pay par ticular attention to potential obstructions when running a generator for long periods.

Infiltration of CO from a neighbor's exhaust can be a problem aboard any boat at any

䡲

time. Infiltration can happen any time your neighbors are running a generator or engine, even when they are many slips away.

Leaks in your own exhaust system from the engine or generator can allow harmful

䡲

levels of CO to accumulate at a surprising rate. Good maintenance practices are critical to avoid this.

There are many variables that can combine to affect the accumulation of carbon monoxide. Some of these variables are: the presence of weather enclosures and covers, boat layout and configuration, location of ports, hatches, windows, doors, and vents, proximity and types of structures and other boats, wind speed and direction, speed of the boat, etc. Although it would be impossible to identify every variable or combination of variables that may affect the accumulation of carbon monoxide, the boat operator must remain aware at all times of the possibility of CO accumulation. The following additional illustrations show how Carbon Monoxide Gas (CO) can accumulate in your boat while you are at the dock or underway. Become familiar with these examples to prevent exposure to this poisonous gas.

Figure 1. Blocked hull exhaust outlets near a pier, dock,

seawall, bulkhead or any other structure can cause excessive accumulation of Carbon Monoxide gas with the cabin areas of your yacht. Be certain hull exhaust outlets are not blocked in any way.

Figure 2. Engine and generator exhaust from other vessels

alongside your yacht, while docked or anchored, can cause excessive accumulation of Carbon Monoxide gas within the cabin and cockpit areas of your yacht. Be alert for exhaust from other vessels.

Figure 3. When protective weather coverings are in place,

engine or generator exhaust from your yacht, while docked and/or running, can cause excessive accumulation of Carbon Monoxide gas within the cabin and cockpit areas of your yacht. Always provide adequate ventilation when the weather coverings are in place and either the engine or generator are running.

Figure 4. Engine or generator exhaust from your yacht while

underway at a slow speed can cause excessive accumulation of Carbon Monoxide gas within the cabin and cockpit areas of your yacht. A tail wind can increase the accumulation. This is often referred to as the “station wagon ef fect”. Always provide adequate ventilation or increase your speed if possible.

Dangers Of Carbon Monoxide In The Water

On many boats, carbon monoxide from your main engine or generator or those of another boat can accumulate in high concentrations beneath the swim-platform. Carbon monoxide can also accumulate between boats, boats and docks, and below docks and other structures. Accumulations of carbon monoxide at or near the surface of the water can present the risk of carbon monoxide poisoning to anyone swimming in or otherwise near the water surface. Children are especially vulnerable, as they tend to playfully swim near swim-platforms and docks where accumulations of carbon monoxide may be present. NEVER swim or allow others to swim if a generator or engine is running. Never swim or allow others to swim while in a marina or where other boats or structures are present.

How To Minimize The Accumulation Of Carbon Monoxide

Practice good inspection and maintenance habits.

䡲

Be certain hull exhaust outlets are not blocked or restricted in any way.

䡲

Be alert for exhaust gasses from other boats.

䡲

Always provide adequate ventilation when weather enclosures are in place and engine

䡲

or generator is running.

Orient your boat to maximize the dispersion of CO.

䡲

Be aware of the effects of your actions on other boats.

䡲

Be aware of the effects of the actions of others on your boat.

䡲

Provide adequate ventilation when open flame appliances are used in the cabin.

䡲

Preventative Maintenance

Frequent inspections and proper maintenance of the engine, generator, and exhaust systems as well as other various areas of your boat are critical in preventing the accumulation of carbon monoxide. It is the owner's responsibility to make sure that the entire boat is inspected and maintained against CO.

The exhaust systems of your engine and generator are under constant attack from salt water, gasses, vibration and normal wear. Inspect every exhaust system component often. Start with a visual inspection. Check each joint for discoloration, carbon buildup, stains, water leaks or other signs of damage. Inspect all metal parts for corrosion, discoloration or flaking. Check that all hose clamps are in good condition and properly tightened. Carefully inspect all exhaust and cooling hoses for signs of wear, dry rot, cracking, discoloration, chafing or swelling. If any of these conditions exist, have the entire system inspected and corrected by a qualified technician before starting the engine or generator.

Next, start the engine and generator one at a time. Follow the full run of the exhaust system, listening and looking for leaks. While doing this, make sure there is adequate ventilation and that your CO detector is on.

Other items to inspect are as follows: If your boat has access panels, check that the access panels around the engine and exhaust are in place and fit snugly to minimize the oppor tunity for CO to enter the cabin. There should be no large openings where CO could enter the cabin. Ensure that all ventilation systems are in good working order, and not blocked or punctured. Check all sink drains to ensure that they have a good water trap to prevent CO from coming in from the outside.

Finally, because poorly running engines produce excessive CO, make sure engine and generator are tuned up. They should run smoothly and not produce black smoke. The fuel system and air filters should be in good order.

Carbon Monoxide Detectors

If you carefully avoid potential CO accumulation and maintain your systems properly, you have made great strides towards protecting yourself and others from the dangers of carbon monoxide. Another important line of defense is a CO detector, used whenever you’re aboard your boat. A detector is the only way to properly detect the presence of CO. There should be a CO detector located in each living area of your boat. Use only those CO detectors that are UL approved for marine use. RV and residential models won’t withstand the elements of the boating environment. Most CO detectors require specific maintenance procedures to remain accurate and functional. Follow the manufacturer's instructions for the installation, use and maintenance of the CO detectors. Carbon Monoxide Detectors should be installed in all boats and the operation of them should be known to all aboard.

If you would like to purchase a CO detector and receive a special purchase price, please contact the Hunter Marine Customer Service Hotline at 800-771-5556.

If you need assistance, please feel free to contact

our Customer Service Hotline at 1-800-771-5556.

BoatingUnderTheInfluence

BUI is just as deadly as drinking and driving!

Did you know:

A boat operator is likely to become impaired more quickly than a driver, drink for drink?

䡲

The penalties for BUI can include large fines, revocation of operator privileges and serious

䡲

jail terms?

The use of alcohol is involved in about a third of all recreational boating fatalities?

䡲

Every boater needs to understand the risks of boating under the influence of alcohol or drugs (BUI). It is illegal to operate a boat while under the influence of alcohol or drugs in ever y state. The Coast Guard also enforces a federal law that prohibits BUI. This law per tains to ALL boats (from canoes and rowboats to the largest ships) — and includes foreign vessels that operate in U.S. waters, as well as U.S. vessels on the high seas.

Dangers of BUI

Alcohol affects judgment, vision, balance and coordination. These impairments increase the likelihood of accidents afloat – for both passengers and boat operators. U.S. Coast Guard data shows that in boating deaths involving alcohol use, over half the victims capsized their boats and/or fell overboard.

Alcohol is even more hazardous on the water than on land. The marine environment – motion, vibration, engine noise, sun, wind and spray – accelerates a drinker’s impairment. These stressors cause fatigue that makes a boat operator’s coordination, judgment and reaction time decline even faster when using alcohol.

Alcohol can also be more dangerous to boaters because boat operators are often less experienced and less confident on the water than on the highway. Recreational boaters don’t have the benefit of experiencing daily boat operation. In fact, boaters average only 110 hours on the water per year.

Alcohol Effects

Alcohol has many physical effects that directly threaten safety and well-being

䡲

on the water.

When a boater or passenger drinks, the following occur:

䡲

Cognitive abilities and judgment deteriorate, making it harder to process information,

䡲

assess situations, and make good choices.

Physical performance is impaired - evidenced by balance problems, lack of coordination,

䡲

and increased reaction time.

Vision is affected, including decreased peripheral vision, reduced depth perception,

䡲

decreased night vision, poor focus, and difficulty in distinguishing colors (particularly red and green).

Inner ear disturbances can make it impossible for a person who falls into the water to

䡲

distinguish up from down.

Alcohol creates a physical sensation of warmth - which may prevent a person in cold

䡲

water from getting out before hypothermia sets in.

As a result of these factors, a boat operator with a blood alcohol concentration above .10 percent is estimated to be more than 10 times as likely to die in a boating accident than an operator with zero blood alcohol concentration. Passengers are also at greatly increased risk for injury and death - especially if they are also using alcohol.

Estimating Impairment

This table gives a guide to average impacts of alcohol consumption. However, many factors, including prescription medications and fatigue, can affect an individual’s response to alcohol, and impairment can occur much more quickly as a result. There is NO safe threshold for drinking and operating a boat, so do not assume you are safe just because you fall into the “rarely” or “possibly” influenced categories.

APPROXIMATE BLOOD ALCOHOL PERCENTAGE

Drinks Body Weight in Pounds Influenced

100 120 140 160 180 200 220 240

1 0.04 0.04 0.03 0.03 0.02 0.02 0.02 0.02 RARELY

2 0.09* 0.07* 0.06* 0.06* 0.05* 0.04 0.04 0.04

3 0.13 0.11 0.09* 0.08* 0.07* 0.07* 0.06* 0.06*

4 0.18 0.15 0.13 0.11 0.1 0.09* 0.08* 0.07* POSSIBLY*

5 0.22 0.18 0.16 0.14 0.12 0.11 0.1 0.09*

6 0.26 0.22 0.19 0.17 0.15 0.13 0.12 0.11

7 0.31 0.26 0.22 0.19 0.17 0.15 0.14 0.13 DEFINITELY

8 0.35 0.29 0.25 0.22 0.2 0.18 0.16 0.15

9 0.4 0.33 0.28 0.25 0.22 0.2 0.18 0.17

10 0.44 0.37 0.31 0.28 0.24 0.22 0.2 0.18

The asterisk ( * ) indicates estimated levels of impairment that could mean the individual is possibly influenced.

Enforcement and Penalties

The Coast Guard and every state have stringent penalties for violating BUI laws. Penalties can include large fines, suspension or revocation of boat operator privileges, and jail terms. The Coast Guard and the states cooperate fully in enforcement in order to remove impaired boat operators from the waters.

In waters that are overseen solely by the states, the states have the authority to enforce their own BUI statutes. In state waters that are also subject to U.S. jurisdiction, there is concurrent jurisdiction. That means if a boater is apprehended under Federal law in these waters, the Coast Guard will (unless precluded by state law) request that state law enforcement of ficers take the intoxicated boater into custody.

When the Coast Guard determines that an operator is impaired, the voyage may be terminated. The vessel will be brought to mooring by the Coast Guard or a competent and un- intoxicated person on board the recreational vessel. Depending on the circumstances, the Coast Guard may arrest the operator, detain the operator until sober, or turn the operator over to state or local authorities.

Tips For Avoiding BUI

Boating, fishing and other water sports are fun in their own right. Alcohol can turn a great day on the water into the tragedy of a lifetime.

Consider these alternatives to using alcohol while afloat:

Take along a variety of cool drinks, such as sodas, water, iced tea, lemonade or non-alcoholic beer.

Bring plenty of food and snacks.

Wear clothes that will help keep you and your passengers cool.

Plan to limit your trip to a reasonable time to avoid fatigue. Remember that it’s common to become tired more quickly on the water.

If you want to make alcohol part of your day’s entertainment, plan to have a party ashore at the dock, in a picnic area, at a boating club, or in your backyard…. Choose a location where you’ll have time between the fun and getting back into your car or boat.

If you dock somewhere for lunch or dinner and drink alcohol with your meal, wait a reasonable time (estimated at a minimum of an hour per drink) before operating your boat.

Having no alcohol while aboard is the safest way to enjoy the water — intoxicated passengers are also at risk of injury and falls overboard.

Spread the word on the dangers of BUI. Many recreational boaters forget that a boat is a vehicle - and that safe operation is a legal and personal responsibility.

(Source: uscgboating.org)

If you need assistance, please feel free to contact

our Customer Service Hotline at 1-800-771-5556.

RiggingMaintenance

As a sailing yacht owner the list of responsibilities that ensure the enjoyment and safety of you and

your family and friends may feel overwhelming at times. It may seem that you are expected to be "the

expert" at every turn in an arena where all you were looking for was some fun and relaxation.

One of the most important systems to get to know on your sailboat is the primary function of Sail

power. It involves five subsystems, which include: Sails, the spars (mast and boom), standing rigging

(furling systems included), running rigging and deck hardware.

When you purchase your sailboat, it is usually the case where all of these systems are intact and

ready to operate. This is a good thing, as your responsibility as an expert doesn’t seem so demanding

after all. You have hoisted and furled sails before and you understand the concept of having to reef or

"shorten" sail when conditions merit. So what else do I need to know about my primary power supply

while I am out on the water?

As with any power system there is going to be that vital concept of diligence, known as maintenance.

After owning your boat for a season or two, you may be asking yourself am I doing what I should to

keep my sail power system operating safely and at its optimum. The key to answering this question is

one simple word: Awareness!

The four subsystems which I’ll discuss (sails excluded) that help make up your sail-power system are

quite simple and logical in their design and the key to you maintaining them is being aware of what

they are and how they function.

Maintenance awareness should start with an overview of your mast and standing rigging and its

proper relation to your boat. This includes a proper rig tune and knowing the rigging pieces involved.

This overview can be best introduced by reading your Selden Mast "Hints and Advice" Rigging guide

for the Hunter keel boats which gives you a thorough background of how your rig was stepped and

tuned in relation to your boat. The guide should give you a vivid mental picture of how your boat was

set up originally by your dealer and presented to you in its current state. A photo log or notebook that

would record the current settings would be a good idea to add to your rigging guide.

Now that you have an overview or general picture of your mast and standing rigging, it is important for

you to become aware of the general conditions of these systems by conducting regular inspections. At

least once or twice a year, your personal inspections should help satisfy any safety or performance

issues that may have arisen during your sailing season. These inspections will also provide you with

more awareness of the systems and their function as well.

General items to look for during our inspection are signs of accelerated corrosion. It can usually

appear as excessive rust discoloration or oxidation, which can appear as a powder or flaking of a

metallic part. Routinely cleaning the deck level areas of your mast and rigging with fresh water will

help in preventing the corrosion problems you are looking for. Another item of inspection are your

fasteners and rigging screws which are threaded items that should still be intact and matching their

original condition. (It would be a good time to review your photo or notes log.) Also check that all

cotter pins, locking nuts and locking pins are still in place. It is a good practice during this inspection

to coat any threaded items or moving parts with a light lubricant to ensure that they will properly

function when you want them to.

A third inspection area related to your mast and rigging are your furling systems. It is best to become

aware of your furling systems by reviewing the par ticular manuals provided with the boat. Then you will

get to know the concept of its function and the vital points of inspection and lubrication before you

remove your sails. After removing your sails you will see that Selden furling systems for the Hunter

keel boats have several lubrication points that are described in your manuals and are easily

accessible during your inspection.

Your boat’s running rigging (halyards, sheets and control lines) and deck hardware are the remaining

areas to address during your maintenance awareness program. The same rule applies with first a

general overview of their function which is actually quite simple and logical, will make you the expert

in no time. Then a closer inspection several times a year would be prudent. Since these subsystems

are more dynamic than the mast and standing rigging, you should pay close attention to wear and

chafe of these materials. Any particular area that seems to be more worn than the remainder of the

piece being inspected should be addressed by replacement or a recommendation by a professional.

Part of your mast and rigging awareness, of course, involves everything aloft as well. If you are not

comfortable in going aloft to perform a routine inspection then hiring a professional using the same

timetable is the prudent thing to do. It would be advisable to at least per form an over view of going

aloft in case of an emergency where it would necessitate you having the awareness of you being able

to use a bosun’s chair and safely perform the task at hand. Then if the situation arose you would at

least have a comfort factor of what needed to be done.

So while you are out sailing, providing the enjoyment and relaxation which makes it such a great

sport, just remember to keep your eyes open and watch things work as this awareness will make you

the expert in no time.

HUNTER MARINE CORPORATION would like to thank Mr. Tom Sharkey, General Manager,

Selden Mast, Inc. for this article and his contribution to this edition of the Hunter Safety TuneUp.

RudderInformation

Dear Valued Hunter 450/456/460/466/46 Owner:

Seasoned offshore sailors understand and appreciate the fact that rudders are designed and

manufactured to protect the hull of the boat from serious under-water damage. Over the past several

years, we have received repor ts from some owners who have inadver tently lost their fiberglass

composite post rudders during boating activity. Our goal with this communication is to explain how this

loss might occur and to provide you with recommendations for enhanced maintenance options, plus

encourage ongoing safety education for captain and crew alike in the case of rudder loss.

By virtue of its design, whenever a boat runs aground, or when the rudder strikes or is struck by an

object, there is always a chance that the rudder post has been compromised or weakened to some

extent. This weakening may go undetected, and may only become evident after continued or extensive

use, possibly in adverse conditions.

While Hunter Marine’s limited warranty specifically does not warrant the rudder because of the

significant linkage to boat operation, it has always been Hunter Marine’s policy to examine rudder

stocks where there has been a rudder loss, whenever possible. Our goal in analyzing rudder loss is to

determine cause and continually seek methods of improvement in our approach to design and

manufacturing.

Specifically, Hunter Marine is aware of 16 rudders which have been lost on boats within your size

range, most of which had been in use for more than two years. We were able to review 13 of the 16

reported. Our research indicates that 11 were well within the design and manufacturing tolerances.

One rudder post may have had a manufacturing problem, while another was within the design tolerance

but did not meet Hunter’s internal tolerance specifications.

Another area in which we seek to assist our owners involves ongoing education. One of our key goals is

to continually educate owners about preparation for offshore sailing, including our strong safety

recommendation that the captain should learn how to sail without a rudder. We regularly publish

articles in our corporate publications, including Safety Tune Up and KnotLine about this topic, and other

safety issues. We highly recommend that our offshore owners in particular be appropriately prepared

for offshore sailing activities by bringing along appropriate equipment, including anchor lines and

anchors as well as other needed supplies. You should be well aware of equipment requirements which

allow you to recover in the case of unexpected rudder loss. Coast Guard recommendations and

Chapman’s Piloting are both excellent resources all captains should be familiar with and thoroughly

review in regards to this topic. We also highly encourage your participation in professional sailing

schools where safety techniques can be taught and mastered by captain and crew. Here’s a great

source for more information:

http://www.offshore-sailing.com/courses_content/learn_to_sail.htm

In an effort to better suppor t our owners and to make routine maintenance inspections easier to spot

rudder problems, Hunter is now of fering to replace our former composite rudder posts with stainless

steel rudder posts on boats in your size range. While both composite and stainless steel rudder posts

have their distinct advantages, we believe that stainless posts provide more obvious visibility of

damage and will thereby assist our owners in the troubleshooting process. This direct inspection will

allow you to replace a damaged post prior to your next use, versus not being able to readily note the

problem with the composite design. In a goodwill effort, we are making a retrofit stainless steel rudder

post available to you at a significantly reduced cost. If you are interested in purchasing such a rudder,

please inquire through our Customer Ser vice Department by calling (800)771-5556. We will be pleased

to make arrangements to have the stainless steel option delivered to you for your installation.

We are also in the process of researching an affordably priced pre-manufactured emergency rudder

system and will advise you when this becomes available. In the meantime, there are some aftermarket

versions available at a reasonable cost. For information, visit:

Our research has shown that the SOS rudder system can be purchased for about half the cost of an

emergency life raft.

In closing, we want you to know that Hunter Marine remains committed to your total satisfaction,

boating safety and excellent sailing experience. We hope that this safety alert and precaution

encourages you to take the proper steps to be fully prepared to sail without a rudder in the case of a

loss, to anchor appropriately in adverse conditions, to have all required emergency equipment and

supplies, and to consider making the switch to a stainless post to enhance your inspection capability.

http://www.selfsteer.com/products/sos/index.php

Have a great – and safe – sailing season!

RudderlessSailing

The rudder on a sailboat is extremely vulnerable to damage and is under extreme pressure at

all times when being used, including motor sailing. It also is exposed to any hazard that exists

in the sea and can be damaged by grounding or receive shock loads by hitting flotsam and

debris in the water. Whales and other sea life have been known to destroy rudder blades. It is

not uncommon for an anchor line to wrap around the rudder, and for the shock load from wave

action to apply enough pressure to overload the rudderstock. There are many ways a rudder

can become damaged or inoperable.

The operator of a sailing vessel should be able to diagnose the cause of steering loss, assess

the damage, and determine which course of action is appropriate in order to regain control of

his boat. The source of failure may not be obvious, and a systematic inspection of relevant

components may be necessary. Star t by examining the wheel or tiller system that connects to

the rudderpost. In most instances, the problem is here because this area is subject to high

pressure and is normally mechanically fastened to the rudderpost. Check for cables that have

slipped off the sheaves, or pins that have dropped out of the link between the wheel and

rudderpost. It is good policy to always inser t clevis pins "aircraft style", with the end of the pin

that the cotter pin fits into aiming down. This is so that if the cotter pin falls out, the clevis pin

still has a chance of not dropping out. In the case of a tiller boat, inspect the bracket that

connects the tiller to the rudderpost. This can work itself loose or become unbolted. If all the

mechanical parts seem to be functioning properly, one can assume that the problem lies in the

rudder blade or rudderpost. This situation is more difficult to repair. If this is the case, it will

likely be necessary to either sail as best as possible away from danger or, if in shoal

conditions, anchor until you have a chance to implement a jury rig.

However, the rudder is not the only factor involved in steering a boat, and there are several

alternate methods for controlling the trajector y of a vessel in the event of rudder dysfunction.

Knowledge of alternate steering methods is an impor tant component of thorough sailing

knowledge, and should be part of any beginner’s training. Rudderless sailing is indeed

possible; in fact, many junior sailing programs devote a portion of their instruction to sailing

the boat without a rudder. This is learned through the study of the boat’s dynamic reaction to

sail trim. It is important to understand how a sailboat reacts to sail trim, as this is how you

will guide the boat. Not only can learning these skills help you out of a difficult situation, they

will advance your knowledge of sail trim and your ability as a sailor.

If you need assistance, please feel free to contact

our Customer Service Hotline at 1-800-771-5556.

Imagine a boat resting in the water with no sails rigged. Underwater, the keel or centerboard

acts as a fulcrum, called the Center of Lateral Resistance (CLR, indicated by dotted line in

illustrations on the top of the next page) somewhere near the center of the boat. If you were

to push against the bow from the starboard side, the boat would turn toward the port, rotating

on that fulcrum (figure 1). Conversely, if you push on the stern from the starboard side the

boat will turn toward the starboard side (figure 2).

These forces can be duplicated using the sails. With only the mainsail rigged, and the wind

blowing across the starboard side, the boat will turn toward the starboard side (figure 3). This

is because the position of the mainsail is generally aft of the CLR, and the wind causes the

mainsail to apply force behind that axis. With only the jib rigged and sheeted in, the same

force is applied for ward of the axis, and the force of the sail will push the bow away, as if you

were pushing the bow with your hand (figure 4).

Figure 1 Figure 2

If both sails are up, sheeting out all the way on one or the other sail can provide the same

effect as if the other were the only sail. When the jib is sheeted out, it does not exert any

force, so it is as if it were not even there. Similarly, if the jib is sheeted in and the mainsail let

loose, the boat will behave as if force were being applied to the bow. Keeping these principles

in mind, it becomes evident that changing the trim of the sails can influence the trajectory of

the boat. In fact, this should be practiced.

Go sailing and lock off the rudder. Tr y making the boat go in the direction you want by applying

the sail trim as we described. If the bow needs to go downwind, trim it in and ease the main. If

the bow needs to go upwind, ease the jib and trim in the main. As you become accustomed to

how much trim is required (and this will var y from boat to boat), you should be able to steer a

course by making minor adjustments once you have the basic trim set up. It will take some

practice but it will make you a much better sailor.

Figure 3 Figure 4

+ 98 hidden pages

Hunter Marine HUNTER 25 Owner's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual